Train-stop.



Patented June 6, 1916.

J. A. ANTHONY.

TRAIN STOP.

APPLICATION FILED JAN-17, 1914.

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JOHN A. ANTHONY, OF CHARLESTON, SOUTH CAROLINA.

TRAIN-STOP.

Specification of Letters Patent.

Patented June e, 1916.

Application fi1ed January 17, 1914. Serial No. 812,794.

, provision of a striker arm, and especially of a housing for the said striker arm, the arm being movable in a longitudinal direction so as to be normally arranged within the path of contact of a throw arm which is connected with the stem of a bleed valve of an air brake system, such as forms the subject matter of an application for patent of the United States filed by me on April 23, 1913,

and bearing the Serial Number 7 63,089.

The invention further consists in the construction, combination and arrangement of parts set forth in the following specification and falling within the scope of the appended claim.

In the accompanying drawing: Figure 1 is a side elevation of a device constructed in accordance with the present invention, the striker arm being shown in its normal position within the path of contact of a throw arm connected with a valve stem, Fig. 2 is a transverse sectional view on the line 2-2 of Fig. 1, and Fig. 3 is a central vertical longitudinal sectional view on the line 3-3 of Fig. 2.

In the ordinary construction of movable members which are adapted to provide contacts for mechanism arranged upon a movable body, such as a car or locomotive engine, no provision, as far as I am aware, has been provided forprotecting the same against the varying weather conditions. It has been found absolutely necessary that the striker arm be constantly lubricated in order that the same may successfully accomplish the purpose for which it is intended, and also that the housing for the arm as well as the arm itself shall be arranged so that rain, snow, etc., falling thereon shall be shed therefrom as an accumulation of moisture will tend to rust and disintegrate both the housing and the arm. I therefore provide a housing which is so arranged as to be readily positioned upon and secured to a tie adjacent one of the rails of the track upon which the rolling stock travels. I provide the housing with beveled or inclined sides and with a longitudinally extending passage having roller bearings therein, the passage being shaped to snugly receive the strikerarm, and

the housing being provided with a lubricant chamber arranged above'the passage, but delivering centrally to the passage, from the upper wall thereof, so that the reciprocatory movement of-the striker arm will have a tendency to draw the lubricant to within the passage to oil the walls of the same, the roller bearings within the passage and both the top and sides of thestriker arm after the same moves through the passage.

In order to fully set forth the function accomplished by the improvement forming the subject-matter of the present application, it has been deemed necessary to briefly set forth the mechanism connected to the locomotive or car, and so in the accompanying drawings, 1 designates the main pipe of a car air brake system,- 2 a branch pipe extending downwardly from the main pipe, 3 a bleed i valve connected withthe end of the branch pipe, 4 a stem provided-upon the end of the plug for the valve and 5 a throw arm connected with the stem. One of the rails upon which the wheels of the rollingstock to which the mechanism above set forth, rides is indicated by the numeral 6, andthe numeral 7 designates one of the ties for the rails.

. The numeral 8 designates a box or house ing that is secured to the tie? 1 at a suit able distance from the outer face of the rail 6. The housing proper is preferably constructed from a single metal casting, and comprises a heavy body portion 9, both the upper and lower faces of which being horizontally straight, and the lower face being of a Width equaling the width of the tie 7 and the said lower face rests upon the said tie. The sidesof the body 9 from the upper toward the lower face thereof are beveled or inclined outwardly, as indicated by the numerals 10, and the lower face of the body is formed with flanges 'llwhich communicate with the inclined sides 10, the said flangesbeing provided with openings for the reception of lag screws 12 which enter the sides of the tie and secure the. housing 8 to the tie.

The. upper horizontally,

straight face of the tie is formed with a passage 13 which extends its entire length, and the lower wall of the passage is provided with a plurality of transversely arranged grooves 14 within each of which is seated a roller bearing 15. These rollers 15 project slightly above the lower horizontally straight wall provided by the passage 13.

The numeral 16 designates a flat plate which is provided adjacent its longitudinal edges with openings which are adapted to register with threaded depressions provided in the upper face of the body 9, and the numerals 17 indicate bolts which pass through the openings in the top plate 16 and engage with the threads in the depressions in the body 9, and whereby the plate or top 16 is removably secured to the body. The top 9 has its lower face centrally provided with an approximately semi-cylindrical depression or passage 19 which overlies the passage 13 and which forms the upper wall for the passage. The upper face of the plate 16 is depressed to provide a lubricant chamber 20, and the lower wall of said chamber is provided with suitable spaced port-s 2l'that are arranged centrally and communicate with the semi-cylindrical. passage .19.

The numeral 22 designates a closure for the lubricant chamber. This closure preferably comprises a comparatively thin metal plate that has one of its ends hinged, as at 23, to the top of the plate 16, has its opposite edge engaged by a spring catch 23 provided upon the said plate 16.

Arranged for slidable movement within the passage provided by the body 9 and the top 16 is a striker arm This arm comprises a cross sectionally rectangular member which has its upper edge rounded to agree with the semicylindrical passage 19, and its lower and straight edge rests upon the roller bearings 15. The striker arm is adapted to be normally retained in a corn tacting position with relation to the throw arm 5, and to limit the movement of the said striker arm in the direction of the throw arm 5 or the track 6, I provide the said arm 24 with an adjustable collar 25 which is adapted to abut w'th, what may e termed, the outer face or end of the housing 8, as will readily be understood. Pivotally secured to the said outer end or the arm 24;, and indicated by the numeral 26, is a longitudinally extending rod 27, the said rod being in turn pivotally connected, as at 28, to one of the arms of bell crank lever 29, and this lever is pivotally connected, as at 30, to an upright 31. lhe upright preferably comprises a stand of a i,ise,eec

semaphore signal, and the numeral 32 designates a rod that is connected with the semaphore arm (this arm not being deemed necessary to illustrate). The rod 32 is con nected with the free arm of the bell crank lever 29 while the second arm of said lever or the arm to which the rod 27 is connected, has its end provided with a weight 33, the

said weight normally exerting a pressure upon the rod 227 to force the arm. 2% forward or into contactin position, as will readily be understood. it will be understood, of course, that if desired the weight may be placed upon the second arm of the bell crank lever, so that the arm 24: will be normally out of the path of contact with the throw arm 5, so that the semaphore arm may operate to move the throw arm 24 in either direction.

It will be understood that when the arm 24: is in the position illustrated in Fig. 1 of the drawings, the same will contact with the valved throw arm 5, to open the valve and bleed the air pipe 1 so as to automatically apply the brakes to the locomotive or car, and to automatically stop the car when its further travel might result in a head-on, rear-end, or side-wipe collision, and fur ther, it will be noted that the operation is entirely automatic and requires no attention from the engineer or train crew.

If desired, the arm 24; may be operated by a pivoted lever which is connected with the rod 27 and which is indicated by the dotted lines, and indicated by the numeral 35, in Fig. 1 of the drawings.

Having thus described the what I claim is:

An automatic train stop, a track instrument comprising a block mounted upon a tie and having depending flanges detach.- ably connected to opposite sides of the tie, said block having a passage extending longitudinally of its upper face, rollers seated within a semi-circular recess in the bottom of the passage, a reciprocating trip rod mounted in the passage and bearing on said rollers, said rod beingsubstautially rectangular in cross section and having an upper convex surface means for reciprocating said rod, a plate bearing upon the upper surface of said rod and having a reservoir communicating with the passage in the block, and bolts passing through said plate and engaging said block whereby said plate can be vertically adjusted.

In testimony whereof I aflix my signature in presence of two witnesses.

JOHN A. ANTHONY. Vitnesses:

M. E. RIVERS, L. C. WEBER.

invention,

Copies of this patent may beobtained for five cents each, by addressing the Commissioner of Patents,- Washington, D. G. 

